Brake system for amusement park rides



W. E. SQHMHDT BRAKE SYSTEM FOR AMUSEMENT PARK RIDES Filed Feb. 21, 19473 $heets-Sheet l INVENTOR,

W. B. SCHMIDT BRAKE SYSTEM FOR AMUSEMENT PARK RIDES 3 Sheets-Sheet 2Filed Febq 21, 1947 Aug. 7 31% W. scHMmT I BRAKE SYSTEM FOR AMUSEMENTPARK RIDES 3 Sheets-Sheet 5 Filed Feb. 21. 1947 Patented Aug. 7, 1951oFFlcE BRAKE SYSTEM FOR AMUSEMENT PARK 7 moss William B. Schmidt,Chicago, Ill. Application February 21, 1947, Serial No. 730,050

- 4 Claims.

This invention relates to safety brakes for an amusement park ride andhas for its principal object the provision of a new and improved deviceof this kind.

It is a main object of the invention to provide in an amusement parkride a fluid pressure operated brake system that can be controlled froma central point by electromagnetic devices manually controlled by anoperator.

Another object of the inventionis to provide a is away from the peoplethereon so that his attention will not be distracted from his work.

Still another'object of the invention is to provide in an amusement parkride, a brake system composed of standard parts that are readilyavailable on the open market at low cost.

A still further object of the invention is to provide in an amusementpark ride, a fluid pressure brake system that can be operated rapidlyand positively with a minimum of power, thereby speeding up the ridewith safety and at low cost.

Further objects of the invention not specifically mentioned here will beapparent from the detailed description and claims which follow,reference being had to th accompanying drawings in which a preferredembodiment of the invention is shown by Way of example and in which:

Fig. 1 is a plan view of the platform section'of an amusement park ridetrackway showing the location of the braking mechanisms thereon;

Fig. 2 is a front elevational view of the control panel of the brakesystem;

Fig. 3 is an elevational view of a section of the brake mechanism shownin released position to permit a train to pass; and e Fig. 4 is adiagrammatic view illustrating the control means for the back, middle,and front brakes of the system.

Amusement park rides of the so-called roller coaster type usuallyconsist of a trackway containing sharp curves and steep inclines. Trainsconsisting'of from one to several cars are pulled to the top of thetrackway structure, usually by a chain mechanism, and then released totravel brake system in which the brakes'are normally train from the timeit leaves the loading platform .Where he has an uninterrupted viewthereof and over the remainder of the trackway as a free roller coaster.

' Located at or nearthe bottom of the chain is a loading platform fromwhich passengers enter the various cars of the train, and adjacent tothis loading. platform is an unloading platform upon which riders whohave finished the ride disembark from the train. In most instances theroller coaster trackway is long and two or more trains are operated onit simultaneously. j Various arrangements are provided to insure properspacing of the trains on the trackway, as for example, the interlockingcontrol device shown in the Patent #2,310,039, issued February 2, 1943.Such devices control the until it enters theapproach to the unloadingplatform.

Prior art rides of which I am aware have usually had what is known as aback brake located in the approach to the unloading platform.,Frequently the back brake has consisted of a set brake and a controlledbrake, the train speed being checked somewhat by the set brake and thenfurther reduced by the controlled brake which has been adjusted by theplatform attendant; An intermediate brake has been located in theunloading zone and manually operated by the platform attendant tocontrol the movement of trains through that zone and onto a front brakelocated in the loading zone. The front brake has also been manuallycontrolled.

These prior art systems are perfectly safe when properly operated, butsince they are manually controlled throughout by the platform attendant,any failure to act or any tardiness in acting on the part of theattendant may result in an unsafe condition. The present inventioneliminates this hazard, as will presently appear.

In accordance with the teachings of the present invention, the backbrake;intermediate brake, and front brake are all normally set 'to stopa train. Controls for these brake mechanisms are taken off of theplatforms andextended to a control booth, preferably located above andnear the outgoing end of the platform, where an operator in the boothwill have a clear view of'both platforms and'the'approach to theunloadin platform. Since the operator is thus removed from the platformand its distractions, he will be less likely to have his attentiondistracted from the work at hand. Located in the control booth aresimple controllers which must be operated by the operator to release thebrakes s0 as to permit passage of a train over the brake. If theoperator the trackway is positive and the likelihood of an fullyexplained in said patent.

oncoming train ramming into a standing train is eliminated. Should thesingle operator who controlling the entire ride permit his attention tobe distracted, a train approaching, the unloading zone will be stoppedon the normally set back brake, and a succeeding train will be stoppedby the interlocking block system of the prior patent before it can moveinto an unsafe position.

Brake systems employed, to stop roller coaster trains usually'consistoftrack'wa'y brake shoes mounted between the railsand adapted tobe elevated so thatthey 'will'be engaged by brake shoes on the train tobring the train to rest. In certain instances the brake'shoe'sare movedlaterally to engage vertically disposed brake shoes on the train,thereby to bring the train to rest. In either case, notwithstandingcounterbalances, considerable force is required to move the brakemechanism into set position in which it will engage and stop a train.Mechanical means for so setting a brake can be extended to the centralcontrol point; however, a, much more rapid control of the brake can beaccomplished through the use of fluid pressure, either pneumatic orhydraulic, located at the brake, itself. All the pressure lines'in'lafluid p'ressuresystern should be maintained asshort as"possible tominimize the chances for leakage; and toper- 'mit speedy operations witha minimum volume of fluid, and tothis end valves "for controlling thefluid pressure brake'operating devicesj'are located near the brakes and"preferably are elecjtromagnetically controlled so thatit is, only nec}essary to extend to the central control booth suitable electricalconnections to these electro-'- magnetic valves. The controllers in thebooth are electric switche'scapableof bein quickly manipulated andcapable of'being manipulated. in only one 'way; "While electromagneticvalves are preferred and are readily available on the open market, otherremotely controlled valves actuated by fluid pressure ormechanically maybe substituted ifdesi'red. Also located in the control booth and'injuxtaposition to the controllers are suitable signal lights or otherindicators through which the operator. is given an indication of theposition of each brake on the ride, and such other data as needed forthe safe control thereof. 7

' Referring now to the drawings in more detail, in Fig. 1 there is shownthe platform section of a roller coaster, from which section thetrackway I leads to the right and. onto the chain (not shown) by whichtrains are elevated to the high pointof the ride and run free to theapproach 2. leading to the platform section. The platforms are two innumberpplatforrn 3 being an unloading platform. onto. which ridersdisembark. at the end of their ride, and platform 4 being a loadingplatform from "which rid ers enter the trains. In the approach section 2of, the trackway isa brake hereinafter, err rlt as the ask r ke which islong enough to stop any train on the brake and before the train reachesthe unloading platform. This brake 5 is normally set to stop a train andis located at the outgoing end of the last block in the interlockingsystem of Patent #2,310,039 when the trackway is equipped with such asystem. In the event that a train is stopped on the brake 5, as mayhappen in the case of an. unusualoperation a. succeeding train on t'he"ltrackway, wijll stripped at the entrance to this last block in themanner more Normally, however, the operator will release brake 5 on theapproachof a train,-as will presently appear.

Located at the unloading section 3 of the platform is an intermediatebrake 6, likewise normally set to stop a train. While somewhat shorterthan the back brake 5, brake 6 is nevertheless long enough to stop afully loaded train when that train is traveling at its normal speed ofapproach to the unloadingplatform. Located adjacent the loadingplatform4 is affront brake"T'which is shorter than'bra-ke and is used to controltrains "atthe loading platform,

erator is removed from'thel latfolirn and'its dis- I tractions' aretherefore removed from him, so that lie is. moreaptto give his undividedatten tion, to his work. Located in. fr'ontpf the operator is thecontrol panelj'shown in Fig. 2, the details of which will. behereinafter explained. 'The particular constructionlof the brakes will,of course, vary with theindividual rides to which the system of thepresent 'invention is applied, and in Fig. 3 a, typicatbrake is shown byway of example. This brake. consists of a shoe 48 supported, by avplurality offsets of levers H and [2 that are pivoted together'a't I3and connect: ed, through this pivot to. athrustrod '14. The levers l2are pivotally'connected to'asupporting base member l5, as, shown. I

Also connected to the brake is a suitable counterbalance mechanismwhich, in the example shown, consists o'f'a rod [6 pivoted to the brake,and also. tofav pivoted, lever I 1 mounted upon the base. l5,v whichlever l1 carries. a, counterweight 18 that is sufficiently, heavy "to beeffective through the lever systern lto counterbalance. completely theweight of the'brak' and. its 'mounting levers. 'If desired, thecounterweight may slightly onerbalance the brake.v

Connected to. the thrustlrod mere brake actuators 20 and 2!, actuator,20, when energized, moving the, thrust rodlt toilie right. Fig. 3, toelevate the brake lllinto position to stop a train, and actuator 2|,when energized, moving thethrustrod l tto the leftinto the position inwhich itis shown insolid lines in Fig. 3 to release the/brake.AotuatorsZll and 21. may be any, suitable .fluid pressure. responsivedevices, a um er of hich ar reedily ava ble p h 91 2 m r et: e e ably.howev t es d vices are diaphragm type, pneumatic actuators 51? such as iare commonly employed to actuate brakes on. trucks andstrailers,this-particular type of actuator having been foundto. be. veryeconomical in its use of fluid pressure, very rapid in its operation,and easy to maintain inproper working condition.

It will be noted that when the actuator. is energized and thrust rod-|4v moved to theright, Fig. 3, .the pivots l3 between the links H and I2move slightly past center, that is, past a line drawn between thecenter; of the pivot by which the link H is connected to the brake l0and the center of the pivot bywhich the link I2 isconnected to the basel5. In a braking system wherein links H and I2, when aligned as shown indotted lines. in Fig. 3, elevate brakeshoe .lfl, engagement of that shoel5 by ,the-brakeshoes on the cars of the train mayiactually raisethetrain so, that it is supported by the brakeshoes rather than by thewheels.v Such an arrangementis, common in the art, and Fig. 3, being anelevational view, shows a brake ofthis .typeand the main weight of thetrain on the brake is carried by the, links H and l2, the actuator 2|]merely holding the links in alignment.

Also connected to one of the links H byv a suitable arm 22 is amechanical reset weight 23 which is sufficiently heavy to move the brakefrom a released to a set position, so that in the event of a, completepressure failure, with the brake in released position, themechanicalreset will move the brake to its set position.

The brake it], its counterbalance and supporting levers shown in Fig. 3,is in reality merely a section of a brake; and a long brake, such as athe back brake 5, will consist of as many sec- The control valv es'2iand 28 are'preferably electromagnetically operated fluid pressurecontrol valves, several types of which are readily available upontheopen market. In the case of the valve 21 which. controls the actuator20 to move the brake to set position, when the electromagnet 29 of thhisvalve is deenergized, fluid pressure will be admitted from the pipethrough the valve 21 into the chamber of the actuator 20 where it willbear against the diaphragm therein to move the thrust rod M to theright. When the magnet 28 is energized, the valve will be moved to blocksupply pipe and to connect the chamber in the actuator to an exhaustport 30, thereby permitting the pressure in the chamber to escape.

Control valve 28 is arranged in a reverse position, that is, whentheelectromagnet 3| is ,deenergized, the fluid pressure supply pipe 25 isblocked and the chamber of the actuator 2| is connected to an exhaustport 32 so as to prevent pressure inthe actuator 2| from opposing themovement of thrust rod Hi to the right, as seen in Fig. 3. When magnet3| is energized, the valve moves to block the exhaust port 32 and toconnect the fluid pressure supply pipe 25 to mightinteriere with. theproper operation of the actuators. InFig. 4, the actuators 20 and 2|associated with the backbrake 5 are shown at the left of the figure anddesignated as 520 and 52| respectively, the actuators associated withthe. intermediate brake 5 are shown in the center of the figure as 620,and 82l respectively, and the actuators associated with the front brake1 are shownat the right of the figure as 120 and "I respectively. Itwill be noted that each of these pairs of actuators is equipped with itsown individual fluid pressure reservoir 524, 624 and 124 respectively,and that these reservoirs are ,con-. nected by suitable, piping 35through ,a suitable filter 35 to a main fluid supply reservoir 31 thatis located adjacent to the pump, not shown, by which this fluid pressureis generated. Each of the reservoirs 24 isequipped with an individualcheck valve 38 for 52 35 for 524, and 40 for 724, so that in the eventof a leak or rupture of the: main supply pipe 35 pressurestored in thereservoirs will not be lost. Each of the reservoirs contains asufficient quantity of fluid to operate the associated brake asufiicient number of times to clear the ride.

Electrical current for operating the system may be commercialalternating current of approximately 110 volts potential and is led intothe system through conductors 4| and 42. Conductor 48 is extendedthrough normally closed contacts &3 to conductor 44.that leads to oneterminal of the electromagnet 529 of the valve 52? associated with theactuator 520. A branch of the conductor 44 extends to one terminal ofthe electromagnet 53| of the valve 528 associated with the actuator 52L-The other terminals of the electromagnets 529 and 53| are connectedtogether by a conductor 46 that extends to a normally open switch 41,the other side of which is connected to conductor 42, As will be seen inFig. 2, switch 41 is located on the control panel 55 that is disposed inthecontrol tower 9 in front of the operator of the ride. Also located onthis panel and associated with the switch 4! is an indicator or signal48 which may be a lamp. As will be seen in Fig. 3, when the brake shoei5 is in its relased position, it engages a lever 5| by which contacts52 are closed to connect a signal lamp, such as 48, across a source ofcurrent, thereby to cause the lamp to burn and indicate to the operatorthat the brake is released.

Conductor 44 is extended through conductor 54 to one terminal of theelectromagnet 529 of the valve 621 associated with the actuator 620,,and also through conductor 55 to one terminal of the electromagnet 83|of the valve 628 associated with the actuator 52L the opposite terminalsof these magnets 529 and 63! being connected together by a suitableconductor 55 that is con nected to normally open switch 51 that is alsoconnected to the conductor 42.. Switch 5'! is 10- cated on the controlpanel adjacent the inter,- mediate brake indicator thereon, whichintermediate brake is provided with a signal lamp 58 adapted to belighted by the switch 52 of the intermediate brake, as hereinbeforeexplained.

- The normally closed switch 43' by which conductor 44 is, connected toone side 4| of the source of electrical current is controlled by thetransfer table 8, Fig. l, and its contacts remain closed so long as thetable is in position to extendthe trackway from intermediate brake 6 tofront br ke} A sponas metransi r ableismovedyt 7.' the contacts ofswitch 43 are opened to prevent the operator from releasing either theback or the intermediate brake while the trackway is interrupted. I

Conductor 4| is connected through conductor 64 to one side of theelectromagnet 129 of the valve 12! associated with the actuator 120 ofthe front brake T, and also through conductor 65 to one terminal of theelectromagnet 731 of the valve 128 associated with actuator 12], theother terminals of these magnets 129 and 731 being connected together byconductor 66 which extends through normally open switch 67 and conductor69 to normally open switch contacts located in the interlocking systemof Patent #2,3l0,039, and thence through conductor H to the other side42 of the source ofelectrical current. Switch 61 is located on thecontrol panel 50 adjacent the indicator of the front brake thereon, anda signal lamp-68 is associated with this switch. An auxiliary switch 72,which is normally open, may be provided and connected between conductors66 and H to by-pass the interlocking system. This switch 12 will not belocated on the control panel 50, but will be located in the controlbooth 9 in a relatively inaccessible spot therein, so that it is notlikely to be inadvertently operated by the operator. This switch,serving as an auxiliary front brake release, will be used only when itis desired to release the brake before a previous train has cleared theblock, as might be the case when placing an additional train on theride.

Back brake 5 may consist of a lurality of sections, each of which isequipped with actuators 520 and 52!, or a single set of actuators may beused to operate the several sections. In the event more than one pair ofactuators is employed, conductors 44, 45 and 38 will be extended tocorresponding magnets of the other pair of actuators, as indicated bythe arrows 13. Similarly, conductors 54, 55 and 5% may be extended toother actuators on the intermediate brake B, as indicated by the arrow15, and conductors 64, 65 and 66 may be extended to other actuators onthe front brake i, as indicated by the arrow 16.

Control panel 50 may be provided with a pressure gauge ll, preferablyeither an electromagnetically operated gauge or a closed column fluidpressure gauge, in either case actuated by a suitable actuator 18 thatis connected in the main fluid pressure supply pipe 35. This particulartype of gauge is used to avoid the necessity of running a branch ofsupply pipe 35 to the control booth. Associated with the gauge i1 may bea signal light I9 which will be lighted by suitable means not shown,when the pressure falls below a predetermined minimum. If desired, anaudible signal may be added to be sounded when the pressure falls to acertain value. The control panel 50 may also contain a signal lamp 80that is lighted when the transfer table is moved to disrupt the trackwaybetween brakes 6 and l, and if desired signal lamps 8| and 82 may alsobe provided and connected to be lighted when trackway brakes of theinterlocking system are operated to stop a train on the structure.

In most rides of this kind, the trains are elevated to a topmost portionof the structure by a chain which is driven by a suitable source ofpower, usually an electric motor. Control panel 50 is preferablyequipped with a switch i23that may be pressed by the operator to actuatethe usual electromagnetic devices in the motor control to stop the chainshould occasion arise; and associated with this switch 83 isasignallight 84 which may be connected to burn when the chain motor is runningin a normal manner, or may be connected to burn when the motor stops, asdesired.

To prepare the system for operation, the come pressor, not shown, isstarted to pump up normal operating pressure in the main supply tank 37,fluid flowing from that tank through the supply pipe 35 to thereservoirs 524, 624 and 724 associated with the three brakes. Preferablyin the pneumatically operated system shown, this normal operatingpressure is about pounds per square inch, notwithstanding that theactuators 20 and 2| will operate the mechanism in a satisfactory manneron a much lower pressure, in fact, as low as .30 pounds to the squareinch. The higher normal pressure provides a margin of safety which isdesirable and also makes the brake operation more rapid and suppliessufficient power to set the brake when there is a train on it.Electrical power is next applied to the system and the motor that drivesthe chain of the ride is put into operation in readiness for the passageof trains over the trackway.

Assume first that there are no trains on the trackway, but rather thatall of the trains are stored on the storage track. The transfer tablewill be moved and one of the trains placed upon it preparatory toplacing that train on the trackway. As soon as the transfer table 8moves out of its home position, contacts 43 will be opened withoutparticular effect at this time. The table is then moved back to bringthe track upon which the train is resting in alignment with the trackway and the train then pushed onto the front brake 1 in readiness toreceive passengers.

As soon as the train is loaded, the operator closes switch 61. Sincethere are no other trains on the trackway, the block will clear andcontacts 10 in the interlocking system of the above mentioned patentwill be closed and the previously traced circuits for magnets I29 and13! will be closed and those magnets energized, magnet 729 moving valve121 to release pressure from the actuator 12!! and permit that pressureto escape through the exhaust port 30. Magnet 13! operates valve 728 toconnect actuator Hi to the source of pressure in reservoir 124,operating that actuator to move the brake to released position,whereupon the train moves off of the brake to start its run over thetrackway.

As soon as the operator sees the train on the trackway section 2,approaching the back brake 5, he operates control switch 41, therebyclosing the circuits of magnets 529 and 59H to cause actuators 520 andSH to move the back brake 5 from its set to its released position, andthe train travels over the brake without any reduction in speed and ontothe intermediate brake 6 which is in set position. The intermediatebrake brings the train to rest at the unloading platform.

If the operator should observe that the train approaching the unloadingplatform is traveling at an excessive speed and that there is alikelihood that the shorter intermediate brake 6 will not stop the trainat the unloading platform, he removes his hand from switch 41, whichrestores to normal, thereby de-energizing magnets 529 and 53I whichoperate their associated valves to re-set the brake. The train will beslowed down by the back brake and when it has reached a safe speed, theoperator again closes switch 41 to release the brake and permit thetrain to proceed to the intermediate brake.

' As soon as the train has cleared brake 5, the

.operator removes his hand from the-switch 41 maining on the train foranother ride, the 'op-' erator closes switch 51, thereby energizingmagnets 629 and 63l which control their respective valves to release theintermediate brake 6 and permit the train to run forward onto the-frontbrake. As soon as the train has cleared the intermediate brake, switch51 is released and the intermediate brake re-set to stop a succeedingtrain, thereby-completingthe cycle of operation.

In the event that the volume of businesspecessitates another train to beput on the trackway, as soon as -the first train moves onto thefrontbrake '1 the transfer table can be operated to align 'it with thestorage track preparatory to picking up another train. Since theelectrical circuits to front brake l are not interrupted by contacts 43,the first train may be released from the" front brake as soon as it hasbeen loaded; and shouldanything happen delaying the movingof'the secondtrain onto the trackway,- so much that the first train reaches the backbrake before the second train is in place, the first train will bestopped on the back brake 5, and since the control circuits to thatbrake are opened by contacts 43 there is no possibility of the operatorreleasing that brake, even though he might get excited and try to do so.

In the normal operation of the ride, three or more trains may be used,provided, of course, the trackway of the ride is of normal length. Oneof these trains will be on the trackway near the beginning thereof, oneat the loading platform,

and one on the trackway at or near the approach to the back brake, thisspacing being maintained by the interlocking mechanism of theaforementioned patent.

Preferably under these conditions, the train at the loading platformwill be loaded and will move off of the front brake 1 before thesucceeding train reaches the back brake 5 so that at any one instant theoperator need concern himself with but one train.

In the event that after the operator has closed switch 4'! to releasethe back brake his attention is distracted and he releases switch 41, orif the source of electrical power should fail at the instant, themagnets 529 and 53! by which the back brake is controlled will bede-energized and the brake will move to its set position. If, at

the instant that the power fails, the main fluid pressure supply line 35should likewise break, the back brake would nevertheless be set, sincethere is a sufficient quantity of fluid in the reser- {voir 524 tooperate the brake several times. Should the supply pipe 525 between thereservoir 524 and actuators 528 and 52! break, or one of the actuatorssuddenly become inoperative, the back brake 5 will be set by itsmechanical reset weight 23; and while this weight may not be capable ofcompletely setting the brake, if the train is already on the brake, itwill nevertheless supply suflicient braking pressure to the train toslow it down so that it will approach the intermediate brake at a safespeed.

Throughout the foregoing, the braking system of the present inventionhas been described as being manually controlled. There are many d- 53120vantages to such control; however, in certain instances full automaticcontrol may be advantageous. The control buttons may then be replaced bycontacts on a program clock which will then operate the brakes in timedsequence to render the control of the ride fully automatic.

All of the parts'employed in the braking systern of the presentinvention are standard parts readily available on the open market, sothat in the event of failure of one of those parts it can be quicklyreplaced without waiting for specially made repairs.

While I have chosen to illustrate my invention by showing and describinga preferred embodi merit of it, I have done so by way of example only,as there are many modifications and adaptations which can be made by oneskilled in the art within the teachings of the invention.

Having thus complied with the statutes shown and described, minveits'tion, what I consider new and desire to have protected byLetters Patent, is pointed out in the appended claims.

What is claimed is: r

1. In a service braking system for an amusement park ride having atrackway: a balanced brake on said trackway; toggle links supportingsaid brake and arranged when aligned to move the brake to set positionto 'stop atrain means including a fluid pressure actuator for movingsaid brake to set position; means including a second fluid pressureactuator for moving said brake to 2. released position in which a trainmay pass over the brake; a source of fluid pressure in juxtaposition tosaid actuators; an electromagnetic valve for each actuator, the valvefor the first actuator being arranged to admit fluid pressure from saidsource to said first actuator when the electromagnet is de-energized andthe valve for the second actuator being arranged to admit the pressurefrom said source to the second, actuator when the electromagnet isenergized, an electrical circuit for said electromagnets, and a normallyopen manually operable non-locking single throw switch for closing saidcircuit to simultaneously energize both electromagnets thereby to removepresssure from the first and to apply pressure to the second actuator tomove the brake from a set to a released position and to maintain thebrake in a released position so long as said circuit remains closed.

2. The combination with an amusement park ride having a trackway and abalanced brake on said trackway adjacent an unloading platform; of fluidpressure actuated means for setting the brake to stop a train; fluidpressure means for releasing the brake to permit a train to move alongthe trackway; a source of fluid pressure; a valve for controlling theadmission of pressure from said source to said brake-setting means; amagnet for operating said valve, said valve admitting pressure to thesetting means when said magnet is de-energized; a second valve forcontrolling the admission of pressure from said source to saidbrake-releasing means; a second magnet for operating said second valve,said second valve admitting pressure to said releasing means when saidsecond magnet is energized; an electrical circuit over which saidmagnets are operated; and manual switch means for closing said circuitthereby to operate said magnets simultaneously to release the brake andpermit passage of a train along the trackway.

3. The combination with an amusement park ride having a trackway and abalanced brake on said trackway adjacent an unloading platform,

in u

an electromagnetic control valve for each fluid pressure means, thefirst valve connecting said setting means to said source of pressurewhen the magnet is de-energized and the second valve con necting saidbrake-releasing means to said source of pressure when the magnet isenergized; and means including a manually operated switch forcontrolling an electrical circuit over which said magnets are energizedin parallel thereby to move the brake from set to released position andpermit atrain to pass over the brake.

4. The'combination with an amusement park ride-having a trackway, abalanced brake on said trackway adjacent an unloading platform and acontrol tower remote from said platform from which the trackway andbrake are visible, of a fluid pressure activator for setting the braketo stop a train; a source of fluid pressure; piping connecting saidactivator to said source; a valve in said piping normally set to admitpressure to the activator; an electromagnet for operating said valve toshut on the flow of pressure to the activator and to permit escape ofpressure in the activator; a second activator for moving said brake to areleased position to permit movement of a train along said trackway;piping connecting said activator to said source; a second valve in saidpiping normally set to prevent pressure from said source from enteringsaid second activator and to vent said activator; a second electromagnetfor operating said second valve to close the vent and to admit pressurefrom said source to said second activator; an electrical circuit forsaid magnets extending to said control tower, and a manual switch insaid tower for closing said circuit thereby to operate said magnetssimultaneously to release the brake and permit passage of a trainalongthe trackway.

WILLIAM B. SCHMIDT.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 952,494 Atwood Mar. 22, 19101,012,059 IBurchard et al. Dec. 19, 1911 1,576,623 Barr Mar. 16, 19261,638,630 Hannauer et a1 Aug. 9, 1927 1,898,802 Wood et a1 Feb. 21, 19332,422,416 Humphrey June 17, 1947

